Railway traffic controlling apparatus



Patented Nov. 22, 1932 UNETED STATES PATENT QFIFWE GEORGE W. BAUGHMAN, OF PITTSBURGH, PENNSYLVANIA, ASSIGNQR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION .015

PENNSYLVANIA RAILWAY TRAFFIC CQNTROLLING APPARATUS Application filed September 24, 1930, Serial No. 484,049. Renewed August 3, 1931.

My invent-ion relates torailway tratfic controlling apparatus, and particularly to apparatus of the type involving stopping devices located in the trackway and cooperating with paratus embodying my invention. Fig. 2 is view showing a car-carried plug included in the apparatus shown 1n Fig. 1. F 1g. 3 is a view showing a trackway ack included 1n the apparatus shown in Fig. 1. Figs. 4 and 5 are diagrammatic views showing modifications of portions of the apparatus shown in Fig. 1 and also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference character D designates a railway track along which traiiic normally moves in the direction indicated by the arrow. This track is divided into sections by insulated joints 2, but in order to simplify the disclosure, I have shown only one section Y-Z. Located at the entering end of this section is a trip arm T, which is movable to an inoperative position,

as well as to an operative position wherein itcooperates with the usual car-carried brake controlling apparatus to apply the brakes. The brake controlling apparatus is omitted from the drawing because it forms no part of my present invention. The trip arm T is normally controlled by traflic conditions in advance, through a circuit which is represented by the wire 41.

The section Y-Z is provided with the usual track circuit comprising a track battery 42 and a track relay C, which relay enters into control of the trip arm T in the manner hereinafter explained. Associated with the trip arm T is a jack J which cooperates with a car-carried plug P.

As here shown, the plug P is provided with move the plug P from its normal receptacle and insert it in the jack J. The car, which is here represented by an axle and afpair of wheels, V, is also provided withtwo relays A and B, a brake application magnet M, and

a speed responsive contact 24 which opens when the speed of the car is above a fixed safe low value. The magnet M controlsthe brakes in such manner as to cause an auto matic brake application when the magnet becomes deenergized. The circuit for relay A is from terminal X of a suitable source of current, through front contact 9 of relay B, and the winding of relay A to terminal Oof the same source of current. As here shown,

the relay A is characterized by being quickto.

release and slow-to pick up; any other suitable means may be provided, however, tov delay the opening ofthe back contacts andthe closing of the front contacts of thisrelay after its circuit is closed at contact 9 of relay B. The delay period of relay A may be a time interval or a distance interval, depending upon the desired characteristics of the system.

Relay B is provided with a normally closed" stick circuit which passes from terminal X, through the plug contact 867, front contact 10 of relay A, front contact 11 ofv relay B, and the winding of relay B to terminal 0.

It will be noted that this circuit will be opened when the plug P is removed from its receptacle.

A front contact 20 of relay B is included in the circuit for the motive power of the car and 17 operated by the trip arm are open.

I will also assume that the car V approaches the section YZ and comes to rest with the forward wheels and axle bridging the rails of this section so that track relay C is open. The driver will then remove the plug P from its usual receptacle and will insert it in tie jack J. This will open the circuit for relay B, which in turn will open the circuit for relay A, and the opening of relay B will cut off the motive power so that the car can not be started. A clearing circuit for the trip arm will then be closed, which circuit passes from terminal X on the car, through back contact 13 of relay A, wire 14, contact '4r'*, wire 15, the operating mechanism of the trip arm T, wire 16, and contact 3 -3 to terminal 0. It will be seen that this circuit includes back contact 13 of relay A, which contact serves as a check to prevent clearing the trip arm unless relay A is deenergized. When the trip arm clears, contacts 22 and 17 will be closed. The closing of contact 22 will close a holding circuit for the trip arm which circuit includes back contact 21 of track relay C, contact 22, and the operating mechanism of the trip arm. Contact 17 will close a pick-up circuit for relay B, which circuit is from terminal X on the car, through back contact 13 of relay A, wire 14, contact 44, wire 15, contact 17, wire 18, contact 5 5, wire 19 and the winding of relay B to terminal The closing of relay B will close the circuit for relay A, but the contacts of this relay will not pick up until the expiration of a given interval, which as stated above, may be an interval of time, or an interval of distance travelled by the car. An auxiliary stick circuit for relay B will be closed while the contacts of relay A are down, this circuit being from terminal X, through back contact 10 of relay A, front contact 11 of relay B, and the winding of relay B to terminal 0. While the contacts of relay A are down, the circuit for magnet M will be from terminal X, through speed responsive contact 24, back contact 12 of relay A, and the winding of magnet M to terminal 0. It follows that the speed of the car will be limited to a safe low value as long as the contacts of relay A are down. The motive power circuit is, of course, closed at contact 20 as soon as relay B becomes energized. When the contacts of relay A pick up, the speed limit will be removed because the circuit for magnet M will include only the front point of contact 12 of relay A. The normal stick circuit for relay B will also be closed, it being understood that the plug P has been restored to its receptacle wherein it closes contact 867. Owing to the auxiliary circuit for the trackway trip arm T through the back contact 21 of track relay C, this trip arm will remain in its inoperative position as long as any part of the car occupies section Y-Z. 1

Referring now to Fig. 4, the apparatus shown in this View is similar to that shown in Fig. 1, except that relay A, when once deenergized, will not again become energized until the plug P is inserted in the jack J adj acent a trip arm which is already in the clear position. This necessitates four contacts 3, 4, 5, and 25 in the plug P, and four cooperating contacts 3 4 ,5 and 25 in the jack J, and consequently, these devices may be of rectangular formation instead of triangular as shown in Figs. 2 and 3. The plug operated contact 6 in the main stick circuit for relay B is replaced by a normally closed push button Q which may be opened by the driver when the trackway trip arm is to be cleared.

Referring first to the trackway apparatus shown in Fig. 4, the trip arm T is controlled by the usual home relay H of a signaling system, the circuit for the trip arm being from terminal X through front contact 29 of relay H, and the operating mechanism of the trip arm to terminal A contact 43 of relay H controls a signal E, which signal forms no part of my present invention. The trip arm T is also controlled by a relay F having a pick-up winding 27 and a holding winding 28. The holding winding is at times supplied with current from a rectifier G, the input terminals of which are connected with the secondary of a transformer K. The primary of this transformer is constantly supplied with alternating current from a suitable source, the terminals of which are designated X and 0 I will now assume that the home relay H is open, that the trip arm T is in the operative position and that relay F is deenergized. When the driver of the car desires to clear the trip arm, he wil first open push button Q, for a moment, thus opening relay B, and

this will in turn release relay A. He will then insert plug P in jack J, and this will close the circuit for pick-up winding 27 of re lay F, this circuit being from terminal X on the car, through contact 3-32 pick-up winding 27 of relay F, contact l 4, and back contact 13 of relay A to terminal 0. Assuming that the track relay C is closed, the circuit for the holding winding 28 of relay F will then become closed, which circuit is from the upper terminal of rectifier G, through contact 30 and winding 28 of relay F, and front contact 31 of relay C to the lower terminal of rectifier Gr. An auxiliary circuit for the trip arm T will then be closed, which circuit includes front contact 32 of relay After the trip arm T is moved to non-effective position, a pick-up circuit for 'relay B will be closed, which circuit is from terminal X, through contact 33, trip arm contact 33, contact 5 5, and the winding of relay B to terminal O. Relay B will then remain closed because of its stick circuit through back contact of relay A. Relay A will remain deenergized because its pickup circuit includes a front contact of relay H and relay H is o 3811. It follows that the car can proceed at a. limited speed. When the car approaches a section the home relay H for which is closed, the operator will insert the plugPin the associatedjack J, whereupon, the pick-up circuit for relay A will become closed, this circuit being from terminal X on the car, through contact 33, front contact 34 of relay H, contact -25, front contact 9 of relay B, and the winding of relay A to terminal 0. Relay A will then remain closed by virtue of its stick circuit, which passes from terminal. X, through front contact 26 of relay A, contact 9 of relay B, and the winding of relay A to terminal 0. it will be seen, therefore, that when relay A is once opened, it can not again become closed until the car comes to rest at the entrance to a track section the relay H for which is energized.

lVith the apparatus shown in Fig. 4, it is not necessary for the front truck of the car to occupy the rails of section YZ while the clearing operation is being performed, be-

i cause relay F will remain energized to keep the trip arm T in the clear position until the car enters section YZ and closes the auxiliary trip arm circuit through back contact 21 of relay C and the trip arm contact 22.

Referring now to Fig. 5, the apparatus shown in this view is the same as that shown in Fig. 4, except for tne means for energizing the speed limiting relay. This relay, which is here designated A comprises a pick-up winding 37 and a holding winding 38. The pick-up winding 87 is supplied with direct current from the output terminals of a rectifier G the input terminals of which are connected with the secondary of a transformer I The primary of transformer K is at times supplied with current from the secondary of a track transformer L, which secondary is connected with the rails of the section immediately in the rear of section Y Z. The primary of transformer L is constantly supplied with alternating current from the terminals X and Assuming, now, that the home relay H is closed and that the plug P is inserted in the jack J, the circuit for the primary of transformer K will be from the secondary of transformer L, through contact 3 of relay H, contact 25 "'25, front contact of relay B, and t .e

primary of transformer K to ground at 36.

This will energize the pick-up winding 37 of relay A ,whereupon the holding winding 38 will become energized by Virtue of a circuit which includes front contact 39 of relay A and front contact 40 of relay B. In all other respects, the apparatus shown in Fig. 5 is the same as that shown in Fi g. a The advantage of the apparatus shown in Fig. 5 over that shown in Fig. at is that when relay A becomes 'deenergized, it cannot again be energized by an accidental or an intentional short circuit between the wires which control relays A and B.

In all of the forms of apparatus embodying my invention, the clearing of the trip arm T is accomplished by energy on the car, and this energy will not be supplied to the trip arm mechanism unless the car equipment has assumed the condition which enforces low speed operation. If the trip arm does not clear, relay B will not become energized, and consequently, the car can not be moved forward because its forward control circuit will be opened at contact 20.

Although I have herein shown and described only a few forms of apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway trafli'c controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such recepta'cle and inserted in said jack, means for clearing said trip arm including a circuit located partly in the car and partly in the trackway and completed when said plug is inserted in said jack, and means for preventing said car from moving unless said plug is in said receptacle.

2. Railway trafiic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug capable of being manually inserted in said jack, and means for clearing said trip arm including a circuit partly on the car and partly in the trackway anrlli closed when said plug is inserted in said ac 3. Railway traffic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, means for clearing said trip arm including a circuit located partly in the car and partly in the 'trackway and completed when said plug is inserted in said jack, and means for limiting the speed of said car for a given interval after said plug is restored to said receptacle.

4. Railway traffic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, means for clearing said trip arm including a circuit located partly in the car and partly in the trackway and completed when said plug is inserted in said jack, means for preventing the car from moving unless said plug is in said receptacle, and means for limiting the speed of said car for a given interval after said plug is restored to said receptacle.

5. Railway traffic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, a slow pick-up car-carried relay A, a second car-carried relay B, a circuit for relay A closed only when relay B is closed, a stick circuit for relay B closed only when said plug is in said receptacle, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is inserted in said receptacle and said trip arm is clear, and means for limiting the speed of the car while relay A is open.

6. Railway traiiic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, a slow pick-up carcarried relay A, a second car-carried relay B, a circuit for relay A closed only when relay B is closed, a stick circuit for relay B closed only when said plug is in said receptacle, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is inserted in said jack and said trip arm is clear, means for cutting off the motive power of the car while relay B is open, and means for limiting the speed of the car while relay A is open.

7. Railway traffic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed "from such receptacle and inserted in said jack, a home relay for the control of said trip arm, two car-carried relays A and B, a stick circuit for relay A closed only when relay Bis closed, a main stick circuit for relay B closed only when relay A is closed and said plug is in said receptacle, an auxiliary stick circuit for relay B closed only when relay A is open, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is inserted in said jack and said trip arm is clear, a pickup circuit for relay A closed only when said plug is inserted in said jack and said home relay is closed, and means for limiting the speed of said car while relay A is open.

8. Railway trailic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the ca r but capable of being manually removed from such receptacle and inserted in said jack, a home relay for the control of said trip arm, two car-carried relays A and B, a stick circuit for relay A closed only when relay B is closed, a main stick circuit for relay B closed only when relay A is closed, and said plug is in said receptacle, an auxiliary stick circuit for relay B closed only when relay A is open, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is inserted in said jack and said trip arm is clear, a pick-up circuit for relay A closed only when said plug is inserted in said ack and said home relay is closed, means for cutting 0d the motive power of the car while relay B is open, and means for limiting the speed of the car while relay A is open.

9. Railway traiiic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, a home relay for the control of said trip arm, two car-carried relays A and B the former having a pick-up and a holding winding, a stick circuit for the holding winding of relay A closed only when relay B is closed, a main stick circuit for relay B closed only when relay A is closed and said plug is in said receptacle, an auxiliary stick circuit for relay B closed only when relay A is open, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is in said jack and said trip arm is clear, a circuit for the pick-up wind ing of relay A receiving current from the trackway and closed only when the plug is in the jack and said home relay is closed, and means for limiting the speed of the car while relay A is open.

10. Railway trallic controlling apparatus comprising a trackway trip arm, a trackway jack, a car-carried plug normally occupying a receptacle on the car but capable of being manually removed from such receptacle and inserted in said jack, a home relay for the control of said trip arm, two car-can ried relays A and B the former having a pick-up and a holding winding, a stick circuit for the holding winding of relay A closed only when relay B is closed, a main stick circuit for relay B closed only when relay A is closed and said plug is in said receptacle, an auxiliary stick circuit for relay B closed only when relay A is open, a clearing circuit for said trip arm closed only when relay A is open and said plug is inserted in said jack, a pick-up circuit for relay B closed only when said plug is in said jack and said trip arm is clear, a circuit for the pick-up winding of relay A receiving current from the trackway and closed only when the plug is in the jack and said home relay is closed, means for cutting off the motive power of the car while relay B is open, and means for limiting the speed of the car while relay A is open.

11. Railway traffic controlling apparatus comprising a trackway trip arm, two coacting contact members one of which is located in the trackway and the other on a car, and means for moving said trip arm out of effective position and simultaneously imposing a safe low speed limit on the car including a circuit partly in the trackway and partly on the car and closed when said contact members are in engagement.

12. Railway traffic controlling apparatus comprising a trackway trip arm, two coacting contact members one of which is located in the trackway and the other on a car, and means for moving said trip arm out of effective position and simultaneously imposing a safe low speed limit on the car, said means including a circuit part of which is in the trackway and part on the car, which circuit is closed when said contact members are in engagement and which circuit includes a source of current located on the car.

13. Railway traflic controlling apparatus comprising a trackway trip arm controlled by traffic conditions in advance, two coacting contact members one of which is located in the traclrway and the other on a car, and means including a circuit part of which is in the trackway and part on the car and closed when said contact members are in engagement to move said trip arm out of effective position and simultaneously impose a safe low speed limit on the car under unsafe traffic condi tions in advance.

14. Railway traffic controlling apparatus comprising a trip arm located in the trackway and controlled by traffic conditions in advance, two coacting contact elements one of which is located in the trackway and the other on a car, a circuit located partly in the trackway and partly on the car for clearing said trip arm under unsafe trafiio conditions in advance when said contact elements are in engagement provided that a safe low speed limit is imposed on the car, and means also including said contact elements for removing said speed limit under safe traflic conditions in advance.

15. Railway traffic controlling apparatus comprising a trackway trip arm, and means including a circuit located partly in the trackway and partly on a car for moving said trip arm out of effective position and simultaneously imposing a safe low speed limit on the car.

In testimony whereof I aiiix my signature.

GEORGE W. BAUGHMAN.

lOC' 

